Elevator system having accelerated response for priority floor calls



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ATTORNEY Patented Aug. 28, 1951 ELEVATOR SYSTEM HAVING ACCELERATED RESPONSE FOR PRIORITY FLOOR CALLS Danilo Santilli, Tenaiiy, Arvid Nelson, and John Suozzo, North Arlington,

Hillsdale, N. J., as-

signors to Westinghouse Electric Corporation,

`East Pittsburgh, Sylvania Y Pa., a corporation of Penn- Application March 4, 1950, Serial No. 147,642

Z2 Claims. l

This invention relates to elevator systems and it has particular reference to elevator systems providing a normal service for normal floor calls from intending passengers and providing accelerated service -for priority calls from intending passengers.

When an elevator system is installed and properly adjusted for predetermining traffic conditions, passengers are carried between the various floors served by the elevators as promptly as possible. Under certain conditions, particularly those resulting from a temporary change in the traffic conditions, certain priority floor calls may be obtained from intending passengers which should be given accelerated service. For example, if an intending passenger has waited at a door for an unreasonably long time, his oor call should be classed as a priority call and he should be given accelerated service by the elevator system.

In accordance with the invention, an elevator system is designed to furnish a predetermined normal service for intending passengers which is based on an estimated normal traflic condition.

However, should the traflic condition temporarily change, or should the service normally given by the elevator system be unduly disturbed for other reasons, priority iioor calls are given accelerated service. For example, if an intending passenger has waited for down service at one of the floors for an unreasonably long time, such as a time in excess of say 40 seconds, his oor call becomes a priority call. If no car is in position to answer the priority call with reasonable promptness, an up traveling car, if available, is stopped and reversed to serve the aforesaid intending passenger.

It is, therefore, an object of the invention to provide an improved elevator system giving accelerated service for priority calls from intending passengers.

It is a further object of the invention to provide an elevator system wherein a call for service in a predetermined direction which has remained uncancelled for an excessive period of time is eiiective for stopping and reversing an elevator car traveling in a direction opposite to the predetermined direction for the purpose of serving the call only if no other car is in position to give reasonably prompt service to the aforesaid call.

Other objects of our invention will become evident from the following detailed description taken in conjunction with the accompanying drawings, of which:

Figure 1 is a diagrammatic representation of an elevator system embodying my invention.

Fig. 2 is a diagrammatic representation of the stationary contact segments and the moving brushes on a oor selector for one of the elevator cars embodied in Fig. 1, with the brushes disposed in the position they take when the car is stopped at the third oor.

Figs. 3, 4 and 5 collectively constitute a diagrammatic representation in straight-line style of the circuit connections for the two-car elevator system illustrated in Fig. 1. The iigures should be assembled vertically in numerical order with'F'ig. 3 at the top.

Figs. 3A to 5A, inclusive, are key representations of the relays in Figs. 3 to 5, inclusive, il` lustre-ting the coils and contact members disposed in horizontal alignment with their positions in the straight-line circuits of Figs. 3 to 5. Figs. 3A to 5A should be placed beside the corresponding Figs. 3 to 5 to facilitate the location of the various coils and contacts.

Each relay coil or Winding is identified by a relay reference character. Each set of relay contacts is identied by the proper relay reference character followed by a number representing the set of contacts. The relay contacts may be back or break contacts which are designed to interrupt a circuit when a relay having such contacts is energized. A relay also may have front or make contacts which are designed to complete or close a circuit when the relay is energized. Parts .are illustrated in their deenergized conditions.

The elevator system may be provided with four cars A, B, C and D for serving seven oors. This number of cars and this number of iioors have been selected for the purpose of simplifying the disclosure as much as possible, but it is to be understood that the invention may be used for any reasonable number of cars in a bank serving any reasonable number of floors. For example, the invention would be suitable for an installation of six cars serving thirty iioors.

For the sake of simplicity, the similar apparatus individual to each car is given the same reference characters except that the apparatus for cars B, C or D is given the prex B, C or D to indicate that it is for cars B, C or D instead of for car A.

The drawings show primarily cars A and C together with their associated circuits. It will b e understood that the circuits for cars BA and D are substantially similar to the circuits for the cars A and C.

Apparatus individual to car A E-slow-down inductor relay F-stopping inductor relay u G-inductor holding relay H-high car call relay J--high call reversing relay K--high floor call relay KX-high priority floor call relay M-car running relay P-inductor plates R-resistors S--floor call stopping relay T-car call stopping relay U-up direction switch V-high speed relay W-up direction preference relay X-down direction preference relay DR-door relay f IDR BDR` SDR 4DR 3DR 2DR 1DT BDT EDT 4DT BDT 2DT BUR EUR 4UR SUR ZUR HCD-Priority service relay common to all cars. XRD-Interval holding relay common to all cars.

Down call-storing relays, common to all cars.

Down floor call timing relays, common to al1 cars. 30

Up call-storing relays, common to all cars.

Apparatus iu Fig. 1 of the drawings Referring more particularly to Fig. 1 of the drawings, it will be observed that a car A is arranged to be supported in a hatchway by a cable f- IIl which passes over a sheave II to a counter- A weight I2. The sheave II` is mounted for rotation by a shaft I3 driven by a motor i4. A brake I5 of the usual spring-operated, electromagnetically-released type is provided for stopping further rotation of the sheav'e I I when the motor I4 is deenergized.

A floor selector I5, of any suitable type, is provided for connecting the various electrical circuits of the system in accordance with the position of car A. The shaft i3 is extended to operate a brush carriage I'I on the floor selector I6 by mechanically rotating a screw-threaded shaft IB on which the carriage is mounted. The carriage I'I is provided with a number of brushes which are disposed upon movement of the car, to successively engage stationary contacts arranged in rows on the selector in position to correspond to the floors of the buildings. For simplicity, only two brushes, 32 and 42, and two rows of contact segments b2 and g2, etc., disposed to be engaged by them are illustrated in Fig. 1, but it will be understood that in the system to be described herein, as well as in practice, a much larger number of brushes and rows of Contact segments is re, quired. Other forms of selectors may be substituted for the selector shown, if desired.

A starting switch SW is mounted in the car to be operated by the attendant to start the car. When the car switch is rotated anticloclnzvise.` it

closes its contacts SWI to start the car in the direction for which it is conditioned to operate. When the car switch is centered, it leaves the control system of the car in such condition that the car can be stopped by operation of hall buttons at the oor landings or stop buttons in the car. It is to be understood that the car may be operated by the car switch or that any suitable control means may be substituted for the car switch. The illustration of the car switch is used for simplicity in describing the system.

Car buttons 2c, etc. (one for each floor) are mounted in the car, so that the attendant may, by operating them, cause the car to stop automatically at any iioor. The direction of operation of the car is controlled by relays W and X as will be described in connection with Fig. 3.

Hall buttons are mounted at the floor landings, in order that waiting passengers may cause the cars to stop thereat. An up button and a down button are provided at each floor intermediate the terminals. A down button is disposed at the top terminal and an up button at the bottom terminal. Fig. 1 illustrates only the up hall call button 2U and the down hall call button ZD for the second oor.

In order to automactially effect accurate stopping of car A at the oors in response to operation of the'stopping buttons 2C, etc., in the car, or by operation of the hall call buttons 2U, 2D, etc., at the floor, a slow-down inductor relay E and a stopping inductor relay F are mounted on the car in position to cooperate with suitable inductor plates of iron or other magnetic material, mounted in the hatchway adjacent to each floor. Only the up plates UEP and UFP andthe down plate DEl3 and DFP for the second floors are illustrated. Similar plates are provided for each oor, except that the top terminal has only up plates and the bottom terminal only down plates.

The inductor relays E and F, when their coils are energized, have normally incomplete maf,n netic circuits which are successively completed by the inductor plates as the car approaches a floor at which a stop is to be made. These re lays are so designed that energization of their operating coils will not produce operation of their contacts until the relay is brought opposite its inductor plate, thereby completing the relay magnetic circuit. Upon operation of the relay contacts (such as El or E2) they remain in operated condition until the relay operating coil is deeneru gized, even though the inductor relay moves away from the position opposite the inductor plate which completed its magnetic circuit. `The plates should be so spaced in the hatchway as to pro vide desirable distances for slowdown and stopping of the cars at the floors. Other methods of controlling slowing down and stopping of the car may be used if so desired.

The cars and their control apparatus may be designed for operation, under certain conditions, as a high call reversal system in which the vcars stop for up calls on their up trips but automatiically stop and reverse at the highest down call when there is no service required above that highest down call. Such operation is well underu stood in the art. If the car attendant desires, for

any reason, to go above the highest down call while on an up trip he can do so by passing a car call button, 6c, etc., for a door above to cause the car to keep on up to such iioor.

Suitable switching means, represented by the switch I9, may be provided on the cars or e1se where to condition each elevator car to be dis- Fig. 2 illustrates an enlarged View of the floor selector I6 of Fig. l. In this figure, the various stationary contact segments are represented by rectangles and most of the contacting brushes by small circles. The brush carriage I'I is shown by dotted lines in the position it occupies when the associated car is stopped at the third floor.

The contact segments a2 to a1 on the floor selector are disposed to be successively engaged by the brush 30 to control the high car call relay H and by the brush 3| for completing stop circuits set up by the call push buttons in the car for up direction stops. The brush 3D should be long enough to bridge adjacentcontact segments.

The contact segments b2 to h6 and the brush 32 are for connecting the circuits of the stop buttons 2U, etc., at the floorv landings for up stops. The up contact segments c2 to c6 and the brush 33 are provided for connecting circuits for cancelling stop calls registered by the up hall call buttons 2U, etc. The up contact segments dI to d6 and the brush 34 connect circuits for the high call relay to be described later. The contact segments e2 to el and the brush 40 connect circuits for priority high down floor calls to be described later. The down cancel contact segments f2, etc., and brush 4I, the down floor call contact segments g2, etc., and brush 42 and the down car call contact segments h2, etc., and brush 43 are provided for connecting circuits for the down direction in the same manner as described for the up direction.

On the right-hand side of the iloor selector, a series of switches 52 to 5G are illustrated as disposed to be operated by a cam 4S on the carriage I'I as it moves from its oor to floor position, for the purpose of controlling a high car call circuit.

The start signal for each car should be given only after the car has reached the dispatching oor. Arrival of each car at each dispatching floor completes a circuit for starting purposes through a suitable contact segment. Thus a segment FST is engaged by its brush 46 when the car A reaches the upper dispatching floor.

Apparatus in Fig. 3

Referring particularly to Fig. 3 of the drawings, it will be observed that control circuits are shown on the left-hand side which are individual to car A. At the right-hand side, the circuits shown are individual to car C. Similar circuits are employed for all of the cars A, B, C and D.

As shown, the motor I4 is provided with an armature I 4A which is mechanically connected to the shaft I3 for driving the sheave II. The brake I5 is provided with a winding 20 which is energized on energization of the motor I4. The motor I4 includes the usual shunt-type main field winding I4F, which is connected for energization across the direct-current supply conductors L-3 and L-I-3. The armature I4A is connected for energization by a loop circuit 22 to a generator G which is provided with an armature GA.

In order to control the direction and magnitude of the voltage generated by the generator armature GA, a separately-excitedV main iield winding GF is provided for the generator G. A

e' field resistor RI is included in the circuit of the eld winding GF to provide speed control for the motor I 4. The generator G is provided with suit-` able means such as a series eld winding GS for correcting the speed regulation of motor I4.

The master switch SW located in car A is here shown connected to control the energization of the operating windings of an up reversing switch'.-

U and a down reversing switch D. The reversing switches U and D are provided with contact mem-` bers U2, U3 and DI, D3 for connecting the generator eld winding GF to the conductors L-3 and L-I- in accordance with the direction in-v which it is desired to operate the car. When either the up or the down reversing switch Uor, D is energized, the car running relay M is also energized to condition certain circuits for operation. The common portion of the circuits of theA reversing switches U and D and the running relay M includes the usual safety devices indicated diagrammatically at 23. These safety devices may include contacts closed only when the landing and elevator car doors are closed.

A high-speed relay V is provided for shortcircuiting the resistor RI disposed in series circuit relation with the generator field Winding GF for applying the maximum voltage to that winding when the car is operating at normal high speed.

This relay is controlled by contacts U4 and D4'of the switches U and D on starting and by contacts EI, E2, of the slow-down inductor relay-E' when stopping.

An upper and a lower mechanical limit switch' VTU and VTD, are provided for interrupting the circuit of the high-speed relay V when the car reaches a proper slow-down point in advance of the upper and lower terminals, respectively, and

an upper and a lower stopping limit switch STU' and STD, are provided for opening the circuits of the reversing switches U and D at the terminal limits, in accordance with the usual practice.

An up direction preference relay W and a down direction preference relay X are provided for .controlling the direction of operation of the car and performing certain functions in connection therewith. The operating windings of these relays are controlled by a top limit switch 30T, a bottom limit switch 30B and the high-call reversal relays. Each of the limit switches 30T and `IlB is arranged to be opened when car A arrives at the corresponding terminal, thereby interrupting the circuit of the direction preference relay W or X corresponding to the directionv of operation of the car. Also when the high call reversal relays operate while the car is between terminals, the relays W and X are operated to reverse the direction switches. attendant doesV not need to do anything except close or open the car switch SW and operate the car call buttons.

The energizing coils for the slow-down inductor switch E and the stopping inductor switch F, are illustrated in this gure as arranged to be energized on operation of the contacts SI of a hall call stopping relay S, the contacts TI of a car call stopping relay T or the contacts J I of a high call reversing relay J. (The operating coils for relays S and T are illustrated in Fig. 4 andthe coil for relay J is illustrated in Fig. 5 and will be described in connection therewith.) An inductor holding relay G is provided for maintaining the inductor relays in energized condition during tion.

Hence the car a decelerating or stopping opera- Apparatus in Fig. 4

The car buttons 2c, etc., described in connection with Fig. l, are illustrated with their holding coils Zee, etc., and circuit in the upper part of Fig. 4, in connection with the high car call relay H and the stopping relay T. The coils 2cc, etc., are energizedV when the car starts in either direction to hold in the car buttons 2c, 3c, etc., as they areV operated, until the direction of the car is reversed, so that the momentary operation of a car button by the attendant will cause it to remain in operated condition until the car is reversed. Energy for the various control operations is derived from the direct-current conductors or buses L-i-(, L--4 which may be extensions of the conductors L+3, L-3.

The high car call relay H is used to prevent relayv J (Fig. 5) from reversing the car at the highest registered down floor call when a stop call for a floor above is registered on the stop buttons in the car. It is connected by brush 30 to the row of contact segments a2, etc., on the floor selector i6, so that it will be energized whenever a stop call is registered on one of the stop buttons in car A for a door above the car. The switches 52, 55, inclusive, operated by the cam 49, are shown as disposed in the circuits of the car buttons to prevent energ-ization of the relay H by operated stop buttons in car A for floors below that car. The cam 49 has a length suicient to bridge twov of the switches.

The car stopping relay T is connected to the up brush 3l engaging the row of contact segments a2, etc., land to the down brush its vengaging the row of contact segments h2, etc.; so that, when a call is registered on a car button and the car approaches the energized contact segment corresponding thereto, relay T Will be energized to stop the car by energizing the inductor relays F and E.

The floor or hall buttons 2U, 2D, etc., described in `connection with Fig'. 1 are shown With their circuits in the lower part of Fig. 4. Associated with each floor button is a call registering or storing relay by means or" which the momentary pressing of the buttons will set up or register a stop call which Will hold itself for the direction of the registered call. The call registering relays are designated as 2DR to TDR for the down direction and as ZUR, SUR andUR for the up direction. For simplicity, the up direction registering relays and door buttons for only the second, third. and sixth floors are shown, as the up buttons and registering relays for theother iioors Will be readily understood.

The down call registering relays, when energized, close circuits to the row of contact segments g2, etc., and the up registering relays, when energized, close circuits to the row of contact segments b2, etc., on the iloor selector so that the contact segment for a floor for Which a call is registered is energized as long as the call exists.

A car stopping relay S is shown as connected to the down brush 42 engaging segment g2, etc., and to an up brush 32 engaging segment b2, etc. When the car approaches a floor in a down direction for which a down call is registered, the corresponding brush engages the energized contact segment for that door and thereby causes the relay S to be energized, which, in turn, energizes the inductor relays F and E or that car to effect thestopping of that car at that floor.

A cancellation coil is Wound in opposition to each call registering coil and connected to the cancellation contact segments on the floor se- Contacts of the relays G, M, W and X are shown for controlling the connections of various circuits. It is believed that such contacts may be traced readily on the drawings and that their purposes will be apparent from the discussion herein presented.

Apparatus in Fig. 5

Fig. 5 embodies the high floor call relay K, the high calll reversing relay J, the high priority floor call relay KX and the priority service relay HCD together With the operating circuits therefor.

The high floor call relay K of car A is provided for controlling the operation of the high call reversing relay J for that car in accordance with the existence or non-existence of registered normal oor calls above it. In order to get a reversal of a car at a normal call, it is necessary to energize its relay K.

The circuit 5E includes ea-cl; contacts 2DR; to EDRQ of the down call registering relays arranged in series relation according to the natural sequence of the floors and it is connected at floor points with the contact segment di, etc. Consequently, the relay K for car .A will not be energized as long as a down call exists at any floor above the floor of the contact segment on which the brush 34 rests, but as soon as the brush reaches a segment with no stored down calls above it, a circuit for the relay is completed and it is energized.

The high call reversing relay J is provided for so preparing the circuits of car A that it will reverse direction of operation of the car at the floor corresponding to the highest registered down call when a circuit is completed to energize the relay.

The relay J stops the car by closing its contacts JI in the circuit of the inductor relays and F (Fig. 3) and it then reverses the stopped car by opening its contacts J 2 in the circuit of the up direction preference relay W (Fig. 3).

When a down floor call has remained unanswered for more than a predetermined time, it becomes a priority call. Such priority calls are determined by down floor call timing relays DT to "IDT which are common to all of the cars. These relays are connected between the buses L-5, L+5, respectively, through break contacts ZDRS to 'IDR3 of the down call storing relays.

The timing relays EDT to lD'i may be of `any suitable construction for measuring a predetermined time. In the specic embodiment of Fig. 5, each of the timing relays has a time delay in dropout which is determined by a resistor RT Which is connected thereacross. If desired, the

* resistors RT may be adjustable to permit individual adjustment of the time delay for each of the timing relays. If desired, diierent time delays may be provided for different iioors of the system.

It Will be understood that when no down oor calls are registered, all of the timing relays BDT to `lDT are energized. Should a down floor call at one of the floors, such as the 5th floor, be registered, the break contacts 5DR3 open torinter-` 'rupt the energization of the timing re1ay 5DT. This relay promptly starts to time out and at the end of the time delay determined by its associated resistor RT the relay DT drops out. However, should the contacts 5DR3 reclose before the expiration of the time delay required for dropout of the timing relay 5DT, the relay is promptly re-energized and does not drop out.

The timing relays EDT to 1DT have make contacts 2DTI to TDTI, respectively, which are associated with the contact segments eI to e1 of the selector for the purpose of controlling the energization of the high priority floor call relay KX.

' The contacts ZDTI to 'IDTI are connected in a series circuit 50X successively in accordance with the oors represented thereby between the contact segment eI and the bus L|-5. The contact segments eI to el are connected at floor points on the circuit 50X in a manner analogous to the connection of the contant segments dI to d1 to the circuit 5c. Thus the contact segment e2 is connected to the circuit SIJX between the contacts ZDTI and 3DTI. The contact segment e1 is connected directly to the bus L-f-5. It should be noted that the circuit 55X employs make contacts of the relays ZDT to 'lDT whereas the circuit 50 employs break contacts of the relays 2DR to IDR.

The high priority oor call relay KX has one terminal connected to the bus L-. The remaining terminal is connected through make contacts W6 of the up direction preference relay W to the brush 40. It will be recalled that vas the elevator car moves, the brush 40 successively engages the contact segments eI to el of the selector. rI'he circuit 50X is similarly associated with the selectors of all of the cars.

The relay KX has contacts KX3 which cooperate with other contacts for the purpose of controlling the high call reversing relay J. The contacts KX3 are eilective for energizing the relay J only if certain other additional contacts are closed including the contacts HCD2 of the priority service relay HCD which is common to all of the cars. The contacts HCD2 are closed for the purpose of expediting service to a priority down floor call only if none of the cars is positioned above the highest priority down floor call. Since the operation of the relay HCD depends in part on the dispatcher for the upper dispatching floor, a brief discussion of the dispatcher now will be presented.

The dispatcher for the upper dispatching oor includes a pair of contacts XD'I-I. These contacts are timing contacts which are closed momentarily at the expiration of each dispatching interval. Closure of the contacts XD'I-l completes an energizing circuit for the interval holding relay XRD across the buses L+5, L-5. Upon energization, the relay XRD completes the following holding circuit therefor:

It should be noted that this holding circuit is established only iff-the highest priority floor call relays KX, BKX, CKX, DKX for all of the cars are de-energized. Consequently, if a car Set for up travel is positioned above the highest priority down. floor call, a holding circuit can not be established for the relay XRD.

Uponenergization, the relay XRD closes its make contacts XRDI to control in part the energization of the priority service relay HCD. The complete energizing circuit for this relay is vas-follows:

yl() CL4-5, HCD, KXI, BKXI, CKXI, DKXI, SDI BSDI, CSDI, DSDI, XRDI, CL-5 If an up traveling car is above the highest priority down oor call, one of the sets of contacts KXI to DKXI will be open to prevent energization of the relay HCD. However, if the relay HCD once is energized, it establishes a holding circuit around the contacts KXI to DKXI through the make contacts HCDI.

Energization of the relay HCD also is impossible if one of the cars has received a start signal from the dispatcher. Under these conditions, one of the sets of contacts SD, BSD, CSD and DSD would be open to prevent energization of the relay HCD. This is desirable for the reason that the car set for down travel is in position at the upper dispatching floor to provide reasonably prompt service for any priority down floor call.A

Although the contacts SDI to DSDI may be manually operated whenever a car has received its start signal, preferably these contacts are automatically operated by la conventional dispatcher. Various dispatchers are well known in the art, but it will be assumed that the dispatcher employed herein is that shown in the Williams et al. Patent 2,094,337 and that the dispatcher of the Williams et al. system is connected for non-rotational operation.

A portion of the dispatcher described in the aforesaid Williams et al. patent is shown in Fig. 5. It will be noted that the start down relay SD corresponds to the relay (ISD) of the Williams et al. patent. Ihis relay is energized through the contact segment FST which corresponds to the Williams et al. contact segment (IFST). The reference characters of the Williams et al. patent are shown in parentheses in Fig. 5.

In the Williams patent, the Start down relays for the various calls are identified by the reference characters ISD, 2SD, etc. It will be understood that one of these relays is provided for each of the cars A, B, C and D of the present invention and that these relays when energized open their respective break contacts SDI, BSDI, CSDI and DSDI Further details concerning the operation of the dispatcher may be obtained by reference to the aforesaid Williams et al. patent.

Summarizing theoperation of the high call reversing relay J, it should be noted that this relay can not be energized unless the car A is traveling upwardly (contacts W1 of the up direction preference relay are closed). Furthermore, the relay J can not be energized if a car call exists for a floor above the position of the car (contacts HI of the high car call relay are then open).

If the switch HC is closed and if the contacts HI and Wl are closed, the high call reversing relay J is energized by closure of the make contacts KI of the high iioor call relay. Consequently, the car operates high call reversal on the circuit 50.

If the contacts KX3 and HCD2 are closed, a priority down floor call is in existence and no car is in position to provide reasonably prompt service for the priority call. However, as a result of energization of the relay J the car stops and reverses at the highest priority down floor call to provide `accelerated service therefor,

Basic operation, car A Although the car A may be connected to operate high call reversal, it will be assumed for the purpose o f discussion that it and the remaining cars operate on a through trip basis. The cars take passengers from the ground or reference oor. Moreover, they normally answer all loor calls at all floors. They are dispatched at intervals on arrival at the ground or reference floor and on arrival at the upper terminal floor.

Assuming that the car A is at the ground oor with its doors open to receive passengers, the up direction preference relay W (Fig. 3) will be energized. This is true for the reason that arrival of the car at the ground or reference oor actuates the limit switch 36B which is opened to deenergize the down direction preference relay X. Closure of the back contacts X2 of the relay X establishes an energizing circuit for the up direction preference relay W across the supply conductors L+3, L-3 through the back contacts Dt of the down switch and the closed contacts of the upper limit switch 35T.

If the car is prepared for upward travel, closure of the car switch SW completes an energizing circuit for the up direction switch U and the car running relay M. This circuit may be traced from the supply conductor L-'I-S lthrough the switch SW, front contacts W i of the up direction preference relay, back contact Fl of the stopping inductor relay, closed contacts of thelimit switch STU, the winding of the up switch U, the winding of the car running relay M and the safety devices 23 to the supply conductor L-S. Ehern gization of the up switch U results in establishment of a holding circuit therefor around the car switch through the front contacts U5 of the switch. l

The switchfU also closes its contacts Ul to res lease the brake I5 and closes its contacts U2, U3 to energize the field Ywinding GF with proper polarity to initiate Vmovement of the car A in an up direction. It will be recalled that closure of the contacts U2, U3 energizes the eld Iwinding GF through the resistor Rl.

The high speed relay V is energized in response to closure of the contact Uli of the up switch through the limit switch VTU and the back contacts El of the slowdown inductor relay. This results in closure of the contacts Vl to shunt the resistor Ri and conditions the car A for high speed operation.

Car A runs up at full speed and stops for all up floor calls and all up car calls. It willbe recalled that an up floor call results in energization of the floor call stopping relay S (Fig. 4) to close the contacts SI (Fig. 3). Furthermore, a car call results in energization of the car call stopping relay T (Fig. 4) to close the contacts Tl (Fig. 3). Closure of either of the contacts Si or Tl enerm gizes the slowdown inductor relay vwinding E, the stopping inductor relay winding F and the inductor holding relay G which closes its contacts Gl to maintain the Iwindings energized. While these windings are energized, if the car A passes an up plate UEP (Fig. l), contacts El (Fig. 3) are opened to deenergize the high speed relay V. This results in the slowing down of the car A. As the car A passes the up plate UFP (Fig. l), the stopping inductor relay F picks up to open its contacts Fi and consequently deenergizes the up switch U and the car running relay M. The resulting opening of the up switch contacts U2 and U3 deenergizes the field winding GF and the opening of the contact UI results in application of the brake to stop the car A at the desired floor. The deenergization of the car running relay M results in opening of the contacts Ml and 12 deenergizes the slow-down inductor relay E, the stopping inductor relay F and the inductor holding relay G. After the car A has stopped for an up call, itis restarted in the manner previously discussed.

When the car A arrives at the upper terminal floor, the car call stopping relay T (Fig. 4) is energized from the contact segments al of the associated iioor selector. Energization of the car call stopping relay T results in the stopping of the car at the seventh floor in the manner previously discussed. Arrival of the car A at the seventh oor results in opening o f the upper limit switch 30T (Fig. 3) to deenergize the up direction preference relay W. This relay consequently closes the back contacts W2 to energize the down direction preference relay X (the back. contacts UiI and the lower limit switch 30B are closed). This conditions the car A for a return t0 the reference or ground oor.

At the expiration of the predetermined dispatching interval, the car A receives a dispatching signal. When the operator is ready to start the car in a downward direction he closes the car switch SW to energize the down switch D and the car running relay M. The energizing circuit may be traced from the supply conductor L+3 through the car switch SW, front contacts Xl of the down direction preference relay, back contacts F2 of the stopping inductor relay,y closed contacts of the bottom limit switch STD, the winding of the down switch D, the car running relay M and the safety devices 23 to the supply conductor L-3. Contacts D5 of the down switch D close to establish a holding circuit around the cal switch. In addition, the down switch D closes its contacts D2 to release the brake l5 and closes its contacts DI and D3 to energize the field winding GF and start the car A on its down trip. Closure of the contactsl D4 of the down switch energizes the high speed relay V to shunt the resistor Rl and condition the car A for high speed operation.

As the car A moves toward the ground or reference floor, car calls result in the energization of the car call stopping relay T (Fig. 4) to stop the car A at the desired floor. Furthermore, down oor calls energize the floor call stopping relay S (Fig. 4) of the car A to stop the car at the desired floor in order to accept Passengers desiring transportation to a lower floor. The re lays T and S operate by closure of their contacts TI and SI to energize the windings of the inductor relays to stop the car A at the desired floor. After completion of the desired stop, the car A may be started in a conventional manner to proceed towards the ground or reference floor,

As car A approaches the ground floor, the. car call stopping relay T is energized by engagement of the contact segment hl (Fig. 4) by the brush 433. The relay T closes its contacts Tl to energize the inductor relay windings for the purpose of stopping the car A at the ground or reference floor in a conventional manner.` Also in approaching the ground floor, the down direction'preference relay X (Fig. 3) iS deenergized in response to opening o f the bottom limit switch 30B. In opening, the down direction preference relay X `conditions the up direction preference relay W for energization..

Priority operation, car A responds -to priority down floor call Car A is assumed to be ,at the lower terminal floor conditioned for up travel when an intending passenger on the th floor presses the down oor button to energize the down call storing relay SDR. The relay SDR closes its make contacts SDRI to establish a self-holding circuit. Contacts 5DR2 open to deenergize the high floor call relay K. Finally, the down call storing relay EDR opens its break contacts 5DR3 to interrupt the energization of the down floor call timing relay 5DT. The timing relay 5DT now starts to time out. V

At this point, it is assumed that car A is started upwardly in a manner which will be clear from the preceding discussion. As the car leaves the lower terminal floor, its up direction preference relay W, up direction switch U, car running relay M, high speed relay V, and the high priority oor call relay KX all are energized. It will be understood that the timing relays 2DT, 3DT, 4DT, BDT and 'IDT all are energized but that the timing relay 5DT is timing out. Also, it will be recalled that the down call storing relay BDR is energized.

As the car A passes the second floor, a down floor call is registered at the 6th iioor to energize the down call storing relay SDR. This relay closes its make contacts BDR! to establish a self-holding circuit. The relay also opens its break contacts 6DR2 but such opening has no immediate eiect on the system. Finally, the relay SDR opens its break contacts 6DR3 to interrupt the energization of the down floor call timing relay BDT. The timing relay BDT now starts to time out.

It will be understood that if the switch HC were closed, the car uder normal conditions would stop and reverse at the highest down call, in this case the 6th floor. If the switch were open, the car would operate normally on a through trip basis to the upper dispatching iioor. It may be assumed for present purposes that the switch HC is closed.

As the car A passes, the third oor, the down iioor call timing relay BDT times out and opens its make contacts EDTI. Such opening deenergizes the high priority iioor call relay KX.

The relay KX upon being deenergized closes its break contacts KXI and KX2 and opens its make contacts KX3. This operation of the relay KX has no immediate effect on the operation of the system.

As the car A continues its upward travel, the dispatcher timer closes its contacts XD'I-l to energize the interval holding relay XRD. If all of the cars are below the 5th iioor, the break contacts KXZ, BKX2, CKX2 and DKX2 all are closed and the following holding circuit is established for the relay XRD:

As a result of energization of the relay XRD the make contacts XRD-l close. Since all of the cars are assumed torbe below the 5th floor, the following energizing circuit is established for the priority service relay HCD:

CL+5, HCD, KXI, BKXI, CKXI, DKXI. sol, Benz, osDl, DsDl, XRDI, oL-s Upon energization, the relay HCD closes its make contacts HCDI to establish a holding cir- .cuit around the contacts KX|,- BKXVI, CKXI and DKX I. Also makevcontactsHCDZ close but have no immediateeiect o n theysystem for the reason that the contacts KX3 are opened. Alreak 14 contacts HCDA and HCD5 open to prevent energization of the relays K and CK.

It will be recalled that if one of the cars such as the car B had been at the upper dispatching iioor conditioned for down travel and had rel ceived its start signal, the contacts BSDI would The relay KX now closes its make contacts KX3 to complete the following energizing circuit for the high call reversing relay Upon energization, the relay J closes its contacts J3 to establish a holding circuit around the contacts HCD2 and KX3.

The relay KX also opens its contacts KXz to deenergize the relay XRD. Contacts KXI open but are by-passed by the contacts HCDI of the priority service relay.

Since the relay XRD is deenergized, it opens its contacts XRD2 but such opening has no immediate effect on the system. Also contacts XRD! open to deenergize the priority service relay HCD.

n addition to establishing a self-holding circuit through the contacts J3, the high call reversing relay J closes its contacts J l (Fig. 3) to energize the windings of the slow-down inductorrelay E, the stopping inductor relay F and the inductor holding relay G. In addition, the reversing relay opens its break contacts J2 but such opening has no immediate effect upon the operation of the system.

The inductor holding relay G closes its make contacts Gl to establish a holding circuit for the relays G, EI and F.

When the car passes the up plate UEP for the 5th floor, a magnetic circuit is completed for the slow-down inductor relay E and this relay opens its contacts El to deenergize the high speed relay V. This results in the opening of the contacts VI and the slowing down of th car A.

. As the car A passes the up plate UFP for the 5th floor, the stopping inductor relay F opens its contacts Fl to deenergize the up switch U and the car running relay M. The resulting opening of the up switch contacts U2 and U3 deenergizes the iield winding GF and the opening of the contact Ul results in-application of the brake to stop the car A at the 5th floor.

The deenergization of the car running relay M results in opening of the contacts Mi to deenergize the windings of the slow-down relay E the stopping inductor relay F and the inductor holding relay G. Also the contacts M2 open. Since the break contacts J2 of the high call re- -versing relay J are now open, the opening of the contactsl M Z `deerlergizes the updirection preference relay W. A The up direction preference relay W opens its make contacts Wl and closes its break contactsWZ. The latter contacts -complete an energizing circuit -for the dowhjdirecg ,tion preferencey relay Thelrelay X closes .its

contacts Xl to prepare the car for down travel.

Also the relay opens the break contacts X2 to prevent energization of the up direction preference relay W.

The up direction preference relay u-pon deenergization also opens its contacts W5 and W6 (Fig- 5) to remove the relays K and KX from service. In addition, contacts W1 open to deenergiZe-the high call reversing relay J.

In response to the stopping of the car A at the 5th floor, the following floor call cancelling circuit is completed L+4, snel, einen, f5, il, Xt, G2, n-a

The relay G may have a slight time delay in drop out to assure cancellation of the floor call. The down call storing relay DR is now reset or deenergized and opens its holding contacts This relay also recloses its break contacts 5DR2and 5DR3. The reclosure of the con tacts 5DR2 has no immediate effect on the system. The reclosure of the contacts 5DR3 reenergizes the down floorcall timing relay BDT.

fThe last-mentioned relay thereupon closes its all down floor calls and responds to all car calls as they are reached by the car during its travel tothe lower terminal floor. It should be noted that because of the presence of the priority down floor call, the car A reversed at the 5th floor despite the presence of a nonpriorty down floor call at the 6th floor.

Although the invention has been described with reference to certain specific embodiments thereof, numerous modiiications following within the spirit and scope of the invention are `possible. Y

We claim as our invention:

-1. In an elevator system, a structureV having a plurality of floors, a plurality .of elevator cars, means mounting the elevator Cars for movement between said floors, call means for each of said floors, control means responsive to operation of any of said call means for stopping the first available one of the elevator cars at the associated floor, means for dispatching the elevator cars in a first direction from predetermined dis patching positions successively in accordance with a predetermined plan, and mea-ns respon, sive to failure of any of said elevator [cars to be available for dispatching in accordance with said plan for conditioning an elevator car ap proaching its dispatching position in a second direction opposite to said rst direction to Istop and reverse at a floor displaced in the first direction from the last-named dispatching position, said last-named means comprising selective means permitting the lastenamed eleva-tor car to stop and reverse at a `door between the c-ar at the time of said failure and its dispatching position only if a call from the Acall means for vthe last-named door has 'become a priority call for the rst direction.

2.` In an elevator system, a structure having a plurality rof floors, a plurality of elevator car-s, means mounting the elevator cars for movement between said floors', :call means for each of said floors, control means responsive to operation of any of said call means for stopping the first available one of the elevator cars at the associated floor, means for dispatching the elevator cars in a first direction from predetermined dispatching positions successively in accordance with a prem determined plan, and means responsive to failure of any of said elevator cars to be available for dispatching in accordance with said plan for conditioning an elevator car approaching its dispatching position in a second direction opposite torsaid rst direction to stop and reverse at a floor displaced in the first direction from the lastnamed dispatching position, said last-named means comprising selective means preventing the lastenamed elevator car from reversing at a floor between the elevator car at the time of such failure and its dispatching position at which a call has been registered for travel in the first direction for less than a predetermined time,

3. A system as claimed in claim l wherein the conditioned elevator car is the leading elevator car approaching its dispatching position at the time of said failure.

4. In an elevator system, a structure having a plurality of oors, a plurality of elevator cars, means mounting the elevator cars for movement between said floors, call means for each of said floors, control means responsive to operation of any of said call means for stopping the nrst available one of the elevator cars at the associated floor, means for dispatching the elevator cars in a first direction from predetermined dispatching positions successively in accordance with a predetermined plan, and means responsive to failof any said elevator cars to be available for dispatching in accordance with said plan for conditioning an elevator car approaching its dispatching position in a -second direction opposite to said first direction to stop and reverse at a floor displace'din the first direction from the lastnamed dispatching position, said last-named means comprising selective means effective in response to operation of certain of said call lmeans for the first direction for iioors intermediate the last-named car at the time of said conditioning and the dispatching position of the last-named car without answer for less than a predetermined time and to operation of certain of the last-named call means `without answer for more than said predetermined time for stopping and reversing `the conditioned elevator car only at one of the last-named floors having call means operated and unanswered for more than the predetermined time.

5. A system as claimed in claim 4 wherein the conditioned elevator car is the leading elevator car approaching its dispatching position.

6. A system as claimed in claim 4 wherein the control means is effective upon reversal of said conditioned elevator car for stopping the reversed car successvelyat floors approached by the reversed car Vfor which call means have been operated for said second direction.

7. A system as claimed in claim 1 wherein if priority calls for the second direction exist for a plurality-Tof floors between the elevator cars at the time of said failure and the dispatching pod sitions of the respective cars, said selective means perm-its stoppingandreversal of one of the elevator cars only after the elevatorcartobereversed'has reached -the'priority call nearest to the dispatching posit-ion of the -last-named eleva tor car.

8. A system as claimed in claim 7 wherein the elevator-car-to-be-reversed is the leading one of the elevator cars approaching the dispatching positions in said first direction.

9. In an elevator system, a structure having a plurality of floors, an elevator car, means mounting the elevator car for movement between said floors, call means for each of the floors-control means responsive to operation of any of said call means for stopping the elevator car at the associated floor, means for dispatching the elevator car in a first direction from a predetermined dispatching position at intervals determined by a predetermined plan, and means responsive to failure of said dispatching means to complete a dispatching operation upon the expiration of one of said intervals for conditioning the elevator car if traveling towards the dispatching position in a rst direction to stop and reverse at a call intermediate the elevator car at the time of such failure and the dispatching position for a second direction opposite to the first direction, said lastnamed means comprising selective means capable of eifecting said reversal only at a call for the second direction which has remained unanswered for more than a predetermined time.

l0. A system as claimed in claim 9 wherein said selective means in response to the existence of a plurality of calls intermediate the car at the time of said failure and the dispatching position for the second direction which have remained unanswered for more than the predetermined time permits reversal of the car only at the one of said calls which is nearest to the dispatching position.

11. In an elevator system, a structure having a plurality of floors, an elevator car, means mounting the elevator car for movement between said floors, call means for each of the floors, control means responsive to operation of any of said call means for stopping the elevator car at the associated floor, means for dispatching the elevator car in a first direction from a predetermined dispatching position at intervals determined by a predetermined plan, and means responsive to failure of said dispatching means to complete a dispatching operation upon the expiration of one of said intervals for conditioning the elevator car if traveling towards the dispatching position in a first direction to stop and reverse at a call intermediate the elevator car at the time of such failure and the dispatching position for a second direction opposite to the first direction, said last-named means comprising selective means responsive to the presence of both priority and nonpriority calls intermediate the elevator car at the time of said failure and the dispatching position for the second direction for preventing reversal of the elevator car at a nonpriority call.

12. In an elevator system, a structure having a plurality of floors, an elevator car, means mounting the elevator car for movement between said floors, call means for each of the iioors, control means responsive to operation of any of said call means for stopping the elevator car at the associated iioor, means for dispatching the elevator car in a first direction from a predetermined dispatching position at intervals determined by a predetermined plan, a high prioritycall reversal circuit normally ineffective for controlling the elevator car, and means responsive to failure of the dispatching means to complete a dispatching operation upon the expiration of one of said intervals for transferring the elevator car to control by the high priority-call reversal circuit` 13. In an elevator system, a structure having a plurality of floors, a plurality of elevator cars, means mounting the elevator cars for'movement between said floors, call means for each of said floors, control means responsive to operation of any of said call means for stopping the first available one of the elevator cars at the associated floor, means for dispatching the elevator cars in a rst direction from predetermined dispatching positions successively in accordance with a predetermined plan, timing means for each iioor for measuring the time during which a call for service in a second direction opposite to the first direction remeans unanswered, a priority-call circuit responsive to said timing means for designating the floor nearest to the dispatching positions at which a call for service in the second direction 'rias remained unanswered for more than a predetermined time, and means responsive to failure of any one of the elevator cars to be in dispatching position at the time a car is to be dispatched in conformance with said plan for transferring the cars to control by said priority-call circuit, said last-named means comprising means cooperating with the control means for stopping and reversing the rst available one ofthe elevator cars traveling in the first direction at said designated floor.

14. A system as claimed in claim 13 in combination with means responsive to the absence of a priority call above the leading elevator car traveling in the first direction for preventing said transferring of the cars.

15. A system as claimed in claim 13 in combination with means responsive to arrival of an elevator car in the dispatching position subsequent to said transferring for cancelling said transferring of the car.

16. A system as claimed in claim 13 in combination with means responsive to the answering of all priority calls for the second direction above one of the elevator cars traveling in the first direction after said transferring for cancelling the transfer of said last-named elevator car.

17 A system as defined in claim 13 in combination with means for preventing said transferring if any car traveling in the first direction is located between the dispatching position thereof and the iioor having a priority call for the second direction which is nearest to the dispatching position.

18. In an elevator system, a structure having a plurality of floors, a plurality of elevator cars, means mounting the elevator cars for movement between the floors, down-call means for each of the oors, control means responsive to operation of any of said call means for stopping the first available down traveling one of the elevator cars at the associated floor, said control means including service means responsive to operation of one of the call means for stopping an uptraveling car at the floor of the last-mentioned call means only if another up-traveling car is not positioned above the highest operated one of said down calls.

19. A system as dened in claim 18 wherein said service means is effective for reversing an up-traveling car which stops in response to an operated one of the down-call means.

20. A system as defined in claim 18 wherein the service means is responsive to an operated down-call means for stopping an up-traveling A"carouh/"if Ithe 'operated down-call lmea-ns has ir'emained unanswered for more that a predeterfmneu time.

'LA 'system as defined in vclaim 18 wherein fthe'servicemeans is responsive to operation of a plurality 'of down-call :means for floors ahead of y 2"2. -'A"ns'ystem as defnedn claim 21 wherein 'thefsrvice Ameans :is responsive to an operated v'fdovvrn oa'l means "for lstopping an up-traveling -car only if fthe last-named call means has remained unanswered for more than a predetermined time, in combination vwith means responsive to the presence vof an up-traveling car above the floor of the highest `down-call means which has remained unanswered for more than said predetermined time for preventing stopping 'of an up-traveling car in response to said lastnamed call means.

DANILO SANTINI.

ARVID NELSON.

JOHN SUOZZO.

No references cited. 

